Transmission operating mechanism



H. W. PRICE TRANSMISSION OPERATING MECHANISM Filed Feb. 10, 1945 8 Sheets-Sheet 1 /A/VN70/? #49010 M PIP/CE ATTORNEY June 24, 1952 H. w. PRICE 2,601,529

TRANSMISSION OPERATING MECHANISM Filed Feb. 10, 1945 s Sheets-Sheet 2 IN VEA/ TOP A TTOPNE Y l/VVE/VTE //A/POZ0 144 P5765 ATTORNEY 8 Sheets-Sheet 5 H W PRICE TRANSMISSION OPERATING MECHANISM 4 2 m MW 1. m 4 b 2 w e d m u June 24, 1952 H. w. PRICE 2,501,629

TRANSMISSION OPERATING MECHANISM Filed Feb. 10, 1945 a Sheets-Sheet 4 /%4/P0D M PP/C ATTORNEY June 24, 1952 H. w. PRICE ,629

TRANSMISSION DPERATING MECHANISM Filed Feb. 10, 1945 8 Sheets-Sheet 5 ATTO/P/VE) 9 6 H w t W m 9 m 42 6 5 NF T 2 9 l A 2 a m 9 1 n w W p m w w m 1 m 7 w M EG mm M r Y R 7 PM .K o 5 .E 6 4 a WP. Z I F 0 B N 7.2 m Hm fi fi r m s M m w E M 0 7 g M m M6 M June 24, 1952 Flled Feb 10, 1945 June 24, w p E TRANSMISSION OPERATING MECHANISM s Sheets-Sheet 8 Filed Feb. 10, 1945 //v YEA/7'04? HAPOZ 5 MPP/CE N (F C 15 7 Patented June 24, 1952 )fiail I' i e Bre bit,

Bendix Aviation Corporation, So a corporation of Delaware F a: aiiitr th' 11th Ben'L'Ind -Application.Febroarv m,1945; Serial'hfii 517,501

This invention relates in, ener z' qfifidw transmissions and in particular toupower and manually operated meansfor operating, a, change speed transmission-of an automotivevehicle.

An object of my inventionistoprovide, in the power plantjof an automotive vehicle which inelude'siahfluid coupling, a, friction clutch, anda kickdown transmission, means for operating and controlling the operation of the transmission saidiinieans .being: so constructed as to provide flexibility ofzcancontrolwithvery little effort on the partofthedriver. w v

LcGI'ie ofzthe; principal ,objects cit-my invention'is to provide a combined power andmanpallyppeb, atedzi'neans for. operatingra tour-speeds forward anwzareverse; change-speed transmission (said. me'ansiserving, whenthe vehicle is ata standsti1I,..the::-engine-isprunning and a selector lever is placed in a certain position, to establish the transmissiongin.its first gear settingand then, after: the, car is under way and reaches a certain speedjservingzto automatically shittsaid transmission from its first gear;=-sett ing to-it fthird gear setting-the jlatteroperation leeing followed, afterzarelativelyshortspace of time; by another automatic. operation-of the transmissioncperating means to establish the transmission in its fourth-"gear. setting; As to the-downshift cycle of 'ioperationsiofmy transmission Operating mechanisni'l at a predetermined vehicle speedorwhen the accelerator is fully depressed, said mechanism' Twill"automatica y-.5 3;'. the :t ansm ss p from its fourth fgearj setting to its third: gear settingi'and i'f as; manually.,;oper ated switch such as a clutch ped'al operated switch isthen closed, the transmission will then be established s ars t-ina .1 I r "-Itfi's aiftirthfir object of myv invention to 'provide means i for operating a iourespeeds forward and reverse transmission said means being automatically? operable, after a -rnanually operated selector lever is placed inone of four positions and the accelerator of the vehicle" is released, to successively effect certain operations-of the transmission, saitimeans serving to establish the transmission in its neutral setting when the selectoralever is placed ,ina second, of the. aforementione'd four positions, serving to establish the transmission in its reversegear,settingvwhen the selector'lever is placed-in aathird of the aforementi'o'nediour positions and serving to establish the transmission iinsone or' the other of, two- Settings when theselector'lever-is placedin the ,fourth of the aforementionedpfour positions. A further obj eteioti mydnventionds I toe-provide means-Lee:

operating mea op manaw'tn t erefo e. etc e ;'fi nsin' n' operating; means and cons tit1iting a part there: of; for .qn d lina th pe e 1 "the, 'fghi; tipn system-of the 'Veiiicleasto facilitate a 'cer tain operationf t t on 'o pratin'g'. me n 1 A'sfl ll wept v im i b s l 'm fi mea s-i9 1 o rat iq i te fdrw'rd a ucce ively efiectin p ationsjof the transmis 1;ing, a third and then a of the. transmission .Qsaid' 'insiiring fthe'thir'd V 18510;;- terare gt e fourth 'b'e eifiected. :Itis a 'fiirthei-Iob thev ans mission operating means as t'asucessweiyeeeet hi and searsst n s P the "traflSmBflOfi in; the ,downshift eye I 'operat'ion's'ofl the' trans: mission said me anls i udi 9 means rcrinsurmg M on peters meshe s r tt n i he. e

geai s etti' ng a s e'manua1ly operatedv means for g said 'trans'missio'nfcertain H 1iisrriissionioperatifigjmeans being facilitfate'di'by peratio'ns'fof' the, accelerator; A v h ig 'l'l'ifion system and the -'of jthe transmissionfl' j bf myinvention is to pro ist iqi vide means for peratmg alfour-fl-vspeedsforward and reverse transmission of, an automotive tve e" to lsuccessiv'elyefs'tabl'i'sh the transmission in st, third and oiirth'gear "settings during the upsh1it, -cycle: of "bperatioas and (to then ls'uccess sively;establish'ltiieitransmission in its third and first gearr settings in ,the 'downshiftcycle'p'f opera ations I A f1 1rther.;object of my invention is to facilitate these operations ot the I'trans'mis'si'on i'incliidin'gin'tiie power plant of ;the vehicle mtionjclutcnconstituting" apart of the ni eans nterconnecting the; transmission andengine and by oi'co'iistriictingf d trails: mission that the samebecomesi'a ii'iii'clirectional driving means ,betwe enthe engine and propeller shaftvwhen rh faansmissanis escemsned n hicl the detailed description rather its first gear setting or its third gear set- Yet another object of my invention is to provide a power plant for an automotive vehicle including an internal combustion engine, an ignition system for in part'controlling the operation of said engine, an accelerator, a friction clutch, means for operating said clutch, a fourspeeds forward and reverse transmission including free wheeling means operable to facilitate a demeshing operation of the transmission when the same is established in its first and third gear settings, and means, whose operation is facilitated by an operation of the accelerator and friction clutch, for operating said transmission;

Yet another object of my invention is to provide means for operating a four-speeds forward and reverse transmission which includes free wheeling means operative to make of the transmission a unidirectional driving means when and only when the transmission is established in either one of two of it's forward gear settings, the operation of said transmission operating means being facilitated by the torque controlling operations of the aforementioned free wheeling means of the transmission, the accelerator of the vehicle in its control of the engine of the-vehicle, the ignition system which is momentarily disabled by the transmission operating means to facilitate a certain operation of said means and a fluid coupling interposed in the power plant between the engine and transmission said fluidcoupling facilitating the establishment of the transmission in its first gear setting fromits neutral setting when and only when the engine is operating at a relatively low R. P. M. and the car is' at a standstill.

My invention further contemplates the provision of means for operating the four-speeds forward and reverse transmission of an automotive vehicle said transmission operating means including two motors each having ahigh and a low setting, one of said motors, when established in its high setting, cooperating with the other motor toeffect the third and fourth gear settings of the transmission andwhen established in its low setting cooperating with said other motor to effect the first and second gear settings of the transmission said transmission operating means further including electro-pneumatic means for controlling the operation of said motors.

Yet another object of my invention is to provide' manual and power operated means for operating a four-speeds forward and reverse transmission which includes a selector member and two gear'shifter members said transmissionoperating means including a selector lever, preferably mounted beneath the steering wheel of the vehicle, movable in three different planes to four difierent positions. the movement to one of said positions, which may be called an overrule position, effecting, by the operation of power means, a certain setting of the transmission; the movement to another position effecting, by the operation of power means, a neutral setting of the transmission; the movement to an automatic position making possible the establishment of the transmission in three of its settings; and the movement to a fourth position effecting, by power means and by the physical eifort of the driver, the reverse gearsetting of the transmission.

Other objects of my invention and desirable details of construction will become apparent from of certain embodiments of the invention described in the specification to 4 follow and disclosed in the accompanying draw-- ings, in which:

Figure l is a diagrammatic view of a. portion of the power plant of an automotive vehicle including the particular transmission and the transmission operating mechanism constituting myinvention;

Figure 2 is a longitudinal sectional view through a portion of the power plant disclosed in Figure 1 said view disclosing details of the fluid coupling, friction clutch and three-speeds forward and reverse transmission of said plant;

Figure 3 is a schematic view of the principal elements of the transmission operating electro pneumatic mechanism constituting my invention;

Figure 4 is asectional view, taken along the line 4-4 of Figure 1, showing a portion of the manually operated control means of the shifter mechanism;

Figure 5 is a detail sectional view taken on the line 5- 5 of Figure 4;

Figure 6 is a sectionalview showing details of the so-called kickd'own spring and vacuum oper-' ated motor of my invention;

Figure '7 is a transverse sectional view taken through the synchronizer all of Figure? and look ing rearwardly to disclose certain parts of thetransmission;

Figure 8 is a sectional view disclosing detailsofthe pressure differential and spring. operated motor and cooperating parts or the flinkage'fo'r effecting a manual reverse gear operation: of the shifter mechanism; 7

Figure 9 is a' view, largely in section, disclosing.- details of the double acting pressure differential operated motor for actuating the range selecting synchronizer an of the transmission. disclosed in- Figure 2;

Figures 10 and 11 are sectional views, taken onthe lines Ill-l0 and -l'l'-Il of [Figure 9 respectively, disclosing details of the control: valve of the motor unit of Figure 9; a

Figure 12 is a sectional view, takenionthe line, l'2l2 of Figure 1, of a portion of the manually; operatedremote control mechanism or my inven-. tion;

Figure 13 is a plan view, taken on the line 13-43 of Figure l, disclosing the steering wheel of the vehicle and the shiftlever associated there with;

Figure 14 is a sectional view ofthecontrol valve. for the kickdown motor disclosed in Figure ,6;

Figure 15 is a schematic view disclosing details of the transmission operated so-called interlock switch of my invention;

Figure 16 is a view, similar to Figure: 15, dise closing details of themanually operated selector switch operated by the shift: lever. of Figure 13; and

Figure 17 is a view disclosing the yieldable C011: nection in the linkage interconnecting the: accele'rator and throttle;

There is diagrammatically disclosed in. Figure 1 a preferred embodiment of: the transmission operating and controlling mechanism. constitute ing my invention. In this embodiment a. four speeds forward and reverse; transmission I0 is incorporated in the power plant of the automotive vehicle and between said transmission and the internal combustion engine ll of the vehicle there are included a fluid coupling 14,, and a friction clutch I6 of. conventional design. The elements l0, l4 and I6 ofsthe power plant, are disclosed in detail; in. Figure. 2 however they. .dq

not-.of themselves constitute a part of my invention;- In. other words 'no claim is'made to the details of .the friction clutch, fluid coupling and change speed transmission. My invention lies in the combination of elements diagrammatically disclosed in Figures 1 and 3 and detailed in other figures. of the drawing; particularly in the power and manually operated means for operating the aforementioned transmission said operation being facilitated by the operation of the accelerator; the. friction clutch, the ignition system and x-thefluidicoupling of the power plant.

The transmissionoperating power and manually operated mechanism constituting my inventioniisin large measure automatic in action by virtueof the operation of the power means of said mechanism however as will be brought out hereinafter the reverse gear setting of the transmission is effectedby the manual operation of certain control 'members.

Referring now again to Figure l of the drawings the particular change-speed transmission of my invention may be actuated by two cranks l8 and and a Bowden control 22, said cranks being actuated by pressure differential operated motors 24 and 26 respectively and the Bowden control being actuated by the hereinafter described force transmitting means mounted withinand upon the steering column 28 of the vehicle. atedv motor 30, Figure 8, also serves as a part of the power means for operating the transmission mechanism of my invention,v said motor being controlled. by a valve 32. The carburetor A spring and pressure differential operf throttle valve 34 disclosed in Figure 1 is actuated r byforc'e transmitting means including cranks 36 and 38, links 39 and 40, the hereinafter described lost motion connection interconnecting the crank 36 and rod 33, and the accelerator 42 of the vehicle the latter being moved to its throttle closed position by a return spring 44. The motors 24 and 26 are controlled by valve means 45 and 48 respectively said valves, together with the aforementioned valve 32, being connected to the intake manifold 50 of the engine l2- by the interconnected conduits disclosed in Figure 1. These conduits, indicated by the reference numerals II, l3, I5, I! and I9, will be referred to in the description to follow.

Describing now that part of the power plant disclosed in detail in Figure 2 the fluid coupling [4 is bolted directly to the crank shaft 52 of the engine and the driving member 53 of: the friction clutch I6 is connected to the .driven member 54 of the fluid coupling. The driven member 56 of said clutch is connected to the drive pinion 5,8 of the four-speeds forward and reverse transmission in said transmission constituting one of the principal elements of my invention.

The drive pinion 58 meshes with the free wheeling gear 60 on the countershaft 62 which is mounted on a support 63; and this gear 60 in turn drives, through the free wheeling unit 64, the; cluster gear said cluster gear comprising the countershaft third speed gear 56,. the countershaft first speed gear 68 and the countershaft reversegear I0. Meshing with gear 66 is the main shaft third speed gear 12 which is mounted on, the .mainshaft 14 on roller bearings and which maybe directly clutched to the drive pinion 58 by means of a ,synchro-clutch sleeve 15 of a synchro-clutch 11. When these, parts. are so clutchedand the mainshaft third speed gear 12 is; coupledwithaipower operated sleeve '18 of as'zsynchron'izer, 80...;then" the transmission; is es 6 tablished in its fourth gear or'direct drive setting said setting being indicated bytheirelastively long dash lines in Figure 2. i

The gear 12 is thus directly coupled to the mainshaft 14 to effect a high range setting of the transmission by sliding the power operated sleeve 18 of the synchronizer forward into engagement with the clutching teeth of said gear. When this high range setting is established the transmission may, by a kickdown-oporation, be established in its third gear setting by declutching .the synchro-clutch sleeve 16 from the drive pinion 58. This third gear vsetting of the parts is indicated by the dot and .dash line in Figure 2. The hub of the synchronizer 80 is splined to the mainshaftv'l l and this synchroe nizer serves also to couple a mainshaft low speed gear 82 to the mainshaft when the sliding sleeve 18 is moved to the right, Figure 2, so as to engage the clutching teeth on said gear 82; and when the parts are in this position the transmission is set to be established in its low range setting. This 'low range setting having been established the transmission may be established initssecond gear setting by moving the sleeve 16 into engagement with the pinion 58 and may be established in its first gear setting by moving said sleeve out of engagement with said pinion. These first and second gear settings are indicated respectively by the relative short dash lines and the closely spaced dots in Figure 2.

The transmission is of course established .in its neutral setting, to disengage the engine from the propeller shaft of the vehicle, when the sleeve I8 is moved out of engagement with gears 12 and 82; and said sleeve is shown in this position in Figure 2. A mainshaft reverse gear 84 is splined to the mainshaft l4 and a reverse idler gear 86 is mounted on an individual shaft 88. This idler gear may, by a manual operation of the aforementioned Bowden control 22 to swing a lever 89 into mesh with the slotted end of a fork an and a subsequent bodily movement of said fork, be moved into mesh with the countershaft reverse gear [0 and said mainshaft reverse gear 84. This manual operation of establishing the transmission in its reverse gear setting will be described in greater detail hereinafter.

Describing in greater detail the operation 0 the synchro-clutchll the synchro-clutch sleeve 16 serves to couple the driving pinion 58 with mainshaft third speed gear 72 when the hereinafter described automatic upshift is made from third to fourth gear. As disclosed in Figure 2 sleeve 16 is splined to'the mainshaft third speed gear 12 and a synchro-clutch blocker ring 52 is mounted between the gear 12 and pinion 58 in such a manner as to prevent the forward movement of said sleeve into engagement with clutching teeth on the rear end ofsaid pinion until the two parts have come to the same speed of rotation. In order to accomplish this blocking action and prevent the engagement of the sleeve with the drive pinion clutching teeth the blocker ring 92 rotates a sufiicient amount, with respect to third speed gear I2, to cause the ends of the teeth on the sleeve 16 to abut with the teeth on the outside of the blocker ring at all times when the drive pinion and the mainshaft third speed gear are not rotating at the same speed. I As to the synchronizer 80 the same is of conventional design and is accordingly not described in detail.

Describing now the double-acting fluid pressure operated motor 26 which actuates the synchro mesh sleevel8, Figure- 2, this motor, whichis 7 disclosed in detail in Figure: 9, comprises. a. casmg 83 and a piston 94 the latter being connected by a rod 95 to a crank 9i, Figure 8.

As. disclosed in the latter figure a forked end of the crank. 96 is pivotally mounted upon a hollow shaft Ii! which. may be secured to a part, of the chassis 58 of the car or a part fixedly secured thereto. The aforementioned pressure. differential and sprin operating motor 30, which includes a power element IIIII, is mounted upon the outer end, of the shaft 97 said power element being connected at its center to a pin. IIII slid.- able within said shaft. Pins H12, mounted in. openingsin one end of the. pin IBI, serve. as key members to interconnect the pin IIlI with the hub portion of a crank ID! said crank being connected, by a rod IM, with the aforementioned crank an. The latter crank: serves to actuate the sleeve I8 by the mechanism disclosed in Figure 7. The pins I02 are adapted to slide within slots 1.05 in a. bushing I06 and slots III! in the shaft 91 this construction making it possible to bodily movethe crank I03 either to the right or left, 'Flgurez8. As is disclosed in the latter figure the hub of the crank I03 is shaped to interlock either with the hub of a crank I08 pivotally mounted on the shaft 91 or with one of the ends of the crank 96 depending upon the operation of the motor 30. The latter motor is vacuum energized when the engine I2 is idling to make of the intake manifold a. sourcev of vacuum, the control valve 32 being then opened by a spring I09 to interconnect said manifold with a com-i partment IID of said motor. The power element I00 is then subjected to a differential of pres- 35 sures moving the same to the right to interlock the cranks 96 and I03, said position of the parts being disclosed in Figure 8. In this operation air passes from compartment I ID to the intake manifold via a duct I I I, the interior of a casin mem- 40, her II2 secured to the casing of the motor 3.0,

a duct H3 in a fitting IN mounted in the end of the casing II2 and't'he interconnected conduits II, I5 and II. A compartment I I5 of the motor 30 is permanently vented to the atmosphere via 4 a port I' I Ii in the motor casing. It is to be noted here that a check valve I IS, Figure 1, is included in the conduit II to insure a vacuum energize.- tion of the motor 36 and the consequent maintenance of the connection between the motor 25 and crank 20, when the car is brought to a stop and the engine is stopped. As will be brought out in the description to follow there is thus provided, with the mechanism of my invention, means. for insuring a start of the. vehicle in a relatively low gear setting when a selector lever I. I1 is left in its automatic position.

Now the valve 32' is moved to the left, Figure 8, when electrical current is passed through a winding II-I said winding, together with the valve 32 acting as an armature, constituting a solenoid which is indicated by the reference numeral IIB. Passage of said current, that is the energization of the solenoid Ilfl, serves to seat the valve 32 uponthe end of the duct H3 and uncover a port II! in the casing of the motor ML The compartment H0 is thus vented to the atmosphere. via port H6, compartment II5, port H9, the interior of the solenoid H8 and duct I II and this operation results in a spring energization of the motor 7 N that isa spring I29, which is compressed when said motor is vacuum energized, expands to move the hub of the crank I03 into mesh with the hub of the manually operated crank I08.

h s is disclosed in Figure 1 the crank I08 is 8 connected to the so-called. shift lever or 's'elece tor. lever ill by a rod I22, a lever. I23, 9.. rod i2! and a crank I25 mounted on the. lower end of a tubular shaft I26- As will be understood from. an inspection of Figures '1, 4, 12 and 13. when the shift lever III is lifted up, that is rotated. counterclockwise in a plane perpendicular to the plane of the steering wheel I21 of.

the vehicle, then said lever fulcrums at I28,Flgure 12, to bodily move the shaft I26 downwardly to effect a reverse gear operation of the-Bowden control 22 and a closing operation of a. switch mechanism 22'; and as will appear from: an inspection of Figure 13 whenthe; shift lever Ill is rotated in a plane substantially parallel to the plane of the steering wheel. I21 then the Shaft I26 is. rotated about its longitudinal. axis thereby rotating the crank I25; and thisoperation serves to effect any one. of three. settingsof a selector switch I28 shown at the base of the steering column in Figure 1 and diagrammatically in Figure 3. These three settings, defined as automatic, neutral and overrule, will be: discussed hereinafter when the operation of the. entire shifter mechanism constituting my invention is described. in detail.

The. switch I28, shown in detail in Figure 16., is actuated by a .crank I29 which in turn is rotated by means, not, shown, actuated by a link I30, Figure 4. The crank I25 is biased, by a. spring I3I, to the position disclosed in Figure 4; and in this position one end of a. pin I32, extending through one end of said crank, fits with-- in an opening in the end. of the link I30, all as is disclosed in Figure 4. It follows therefore that rotation of the selector lever III' when in its normal position results in an operation of the switch 128 to control the power operation of the transmission operating crank 20 whereas when said selector lever is actuated to. effect a reverse gear setting of the transmission this operation is effected solely by the physical effort of the driver. When the reverse gear setting of the transmission is being effected there is no operation of the switch I28 inasmuch as the pin I32 is then out of registry with the link I.

Referring now again to the motor 26, energization of said motor serves to move the piston. 94 and the sleeve I8 connected thereto tov establish the synchronizer 8D in any one of a transmission. neutral setting, the aforementioned low range setting or the aforementioned high range. setting. When the synchronizer is estab lished in its low range setting, the transmission is, as previously described, established in either first 'gear or second gear depending upon the setting of the synchro-clutch sleeve 16;. and when the synchronizer 8d is established in its high range setting the transmission isestablished' in either its third or fourth gear setting depending upon the setting of said synchro-clutch. sleeve.

The motor 26 is controlled by the aforementioned valve mechanism 4'8 which, as disclosed in Figures 9, l0 and 11, is preferably detachably secured by bolts to the: casing of said motor. The valve mechanism 48 includes. a body member I33 which is recessed and bored, as disclosed in Figures 9, l0 and ll, to provide the hereinafter described ports and ducts. Valve. operating solenoids I34 and I35 are. preferably detachably mounted" on the body member In the armatures- I66 and I 31 of said solenoldsbein; biased downwardly by springs: I38 and I32 application.

Describing now the operation of the motor 25 which may be defined as the range shifter motor of applicants invention, when the solenoid I34 is energized the armature I36 is moved upwardly against the tension of. the return spring I38 thereby seating a valve I42 at I43 and uncovering a duct I44. This duct registers with a duct I45, Figure 11, connected to the aforementioned conduit I3 said conduit being connected to the intake manifold 50 of'the internal combustion engine I2. The compartment I49. .of the motor is thus oonnectedwiththe intaketmanifold constituting a source of vacuum the 'degree'of vacuum being fairly high when the throttle of the carburetor is closed to idle the engine. This operation results in a movement of the piston94 to the left, Figures3 and 9; to establish the synchronizer in its low range setting; forwhen thefcompartment I40 is partiallylevacuated by connecting the same with the intake manifold the other compartment I4I of 'thexmotor 26 is vented to the atmosphere via an air cleaner, not shown, a nipple I46, a duct'3l41 and a recess I48, Figures 9 and 11. The piston is therefore subjected to a differential of pressure to move the same to the left.

When the solenoid I35 is energized the armature I31 of said solenoid is moved upwardly against the tension of the spring I39 thereby seatinga valve I49.at I50. The motor 26 is then again energized, the compartments I40 and MI beingjconnected by the above described air transmitting connections, with the atmosphere and manifold respectively. The piston 94 is then subjected to a differential of pressures moving the same to the right, Figures 3 and 9 to establish the synchronizer in its high range setting. The motor 26 may also be energized to move the piston 94 and the sleeve 18 connected thereto to neutralize the transmission, however, this operationis described hereinafter in conjunction with the description of the electrical means for controlling the operation of the solenoids I34 and I35. 1

Referring now to Figure 6 disclosing the kickdown motor unit 24 said unit actuates the synohro-clutch sleeve 16 and in part controls the operation of the ignition system. This motor unit which is double acting by virtue of being spring operated in one direction and pressure differential operated in the other direction, in-. cludes a double ended casing II housing a piston, or equivalent power element I52 which may be connected with the synchro-clutch sleeve operating crank IB by a rod I53; The solenoid operated valve unit 46 for controlling the operation of the unit 24,is,disclosed in detail in Figure 14.. This valve unit comprises'casing parts I54 and .I55. housing a solenoid I56. To the lower end'of the armature I51 of this'solenoid there is connected a valve member I 58 adapted, when the solenoid is energized, to seat at I59 to close off an opening I60 in a plate I6I clamped between the aforementioned two casing parts. This opening I60 serves. to interconnect chambers IE2 and I63 of the valve mechanism chamber I62, as disclosed in Figure 14,. being vented to the atmosphere by means of a conduit I64 leading to an air cleaner. The chamber I63 is connected to the intake manifold by the conduit I1 and to' a compartment I65 of the motor 24 by means of the conduit I9. A chamber I66 of the motor 24 is permanently vented to the atmosphere by means of an opening I61 in the motor casing.

As disclosed in Figure 6 the motor is provided with means for holding the piston I 52 in its upshift position that is the position taken by the piston when the motor is energized by operating the valve I58 to connect the motor chamber I65 with the intake manifold as a source of vacuum. When this is done, that is when the valve operating solenoid I56 is energized to seat the valve member I58 at I59 and thereby place the motor compartment I65 in air transmitting communication'with the intake manifold, the piston I52 ismoved to the right, Figure 6 by the differential of pressure acting upon the same; and thisoperation serves to-rotate the synchro-clutch operating crank I8 to connect the gear 12 withthe drive pinion 58 all as previouslydescribed. This operation of the piston also serves to compress, that is, compress a kick-down spring I68 housed within the motor compartment I65. Now when this upshift operation. of the piston is completed then said piston is in contact with a grounded electromagnet I69 Figure 6i; and this electromagnet is at the time energized by virtue ,of its beingwired in series, Figure 3, with the then energized'valve operating. solenoid I56. The piston is therefore held by the electromagnet I69 in its upshift. position until the valve operating solenoid is d'eenergizedto' effect the downshift or kickdown operation of the motor 24.

When the solenoid I56 is so operated aspring I18 serves to move the valve operating armature I51 to thereby move the valve I58 into contact with a seat I12 thereby cutting off the connection between the intake manifold and the control chamber I63 and venting said chamber ,to the atmosphere via the opening I60, the control chamber I62 and the conduit I64. The piston I52 is-then immediately moved to the left, Figure 24, by the expansion of the cooked spring I68 this operation, asdescribed above, being made possible by the deenergization of the electromagnet I69; and this power operation of the piston by the spring I68 serves to move the. synchro-clutch sleeve, 16 to the right, Figure 2, to disconnect-the drive pinion 58 from the mainshaft third speed gear 12. This operation, that is the spring operation of the motor 24 to declutch the pinion 58 and gear 12, is known in this art as a kickdown operation of the transmission. I

The kickdown operation of the motor 24 is facilitated by a momentary disabling of the ignition system of the engine and to this end there is secured to one end of the motor casing I5I an ignition'interrupter switch I13 said switch being grounded. This switch comprises a fixed contact I14 secured to a switch housing member I15; and the movable contact member I16 of the switch comprises a plate biased to the left, Figure 6, by a relatively weak spring I11. The switch I 13 is closed by means of a spring I18, stronger than the spring I11, housed within a tube I19 fitted within the electromagnet -I69. A hex shaped thrust member I88 is housed within the tube I19 between a locking ring I8I and the spring I18.

Now when the motor 24 i vacuum energized, that is when the piston I52 is moved to its upshift position in contact with the electromagnet I69, a pin I92 mounted on the end of the connecting'rod I53 serves to compress the springs I18 and I11 to close the ignition interrupter switch I13. The spring I11, being weaker than the spring I18, is compressed before the latter spring is compressed accordingly when the motor is spring energized to effect a kickdown operation of the transmission the piston I52 moves a short distance as the spring I18 expands; and during this operation the spring I11 remains compressed the switch I13 remaining-closed. When the spring I18 has completed or substantially completed its expansion then the spring I11 expands to open the switch I13. 7

There is thus provided motor operated means for maintaining the ignition interrupter switch closed for a very brief period of time and, as will be brought out in greater detail hereinafter, the ignition system is during this brief period of time disabled to thereby reverse the engine torque to facilitate the kickdown operation of the transmission. v

Describing now the complete operation of the mechanism constituting my invention and incidentally describing details of electrical mechanism not heretofore described, it will be assumed that the driver has rotated the shift lever II'I' clockwise to set the selector switch mechanism I28 in its automatic position indicated by the letter A in Figure 3. It will also be assumed that switches I8I' and I82 of the shift lever operated switch mechanism 22' are open and that the accelerator 42 is released to close a switch I83 and to idle the engine I2 thereby making of the intake manifold 50 a source of vacuum to make possible a vacuum energization of the motors 24, 26 and 30. It is further assumedthat the car is at a standstill thereby effecting an operation or a vehicle speed responsive governor I84, Figure 3, to move a contact I85 into engagement with a contact I86.

Now with the above described setting of the controls the parts of the mechanism take the -position disclosed in Figure 3, that is, the piston I52 of the motor 24 is in its kickdown setting indicated by the letters KD in Figure 1, the piston 94 of the motor 26 is in its low range setting indicated by the letter L in Figure 3 and the piston I of the motor 30 is in the position disclosed in Figure 8 to mesh the crank I03 with the yoke portion of the crank 96. The transmission is accordingly then established in its first gear setting.

Describing the operation of the mechanism to effect this setting of the transmission, when the selector lever is moved to establish th selector switch mechanism I28 in its automatic that is A position, then the grounded solenoid I34 of the motor 25 is electrically connected to a battery,

I81 by wires 8 and 9, the armature I0 of a relay II, wires 2I and 3, a fixed contact S, Figure 16, of the selector switch I, a movable contact C of said switch, wires 2' and 2, the then closed accelerator operated breaker switch I83, wires 23 and I2, the ignition switch I00 of the car and a wire I3. The solenoid I34 i thus energized thereby, as previously described, effecting the low rang setting of the motor to effect a low range setting of the sleeve 18. Referring to Figures 4 and 8 when the selector lever H1 is in any one of its neutral, overrule or automatic positions the switches IBI and I82 of the switch mechanism 22', Figure 3, are open and the operation of opening the switch I82 results in a deenergization of the solenoid III! to effect, by the opened 12 valve 32, a vacuum operation of the motor 30. As previously described the cranks 96 and I03 are by this operation interlocked making possible the above described power operation of the crank 20 by the motor 26. As to the control of the motor 24 to effect its kickdown setting the winding I of a relay I9I is electrically connected to the battery I81 by wires 25 and 21,. the wire I2, the ignition switch I88 and the wire I3; and said winding is electrically connected to the ground by a wire .29, a wire 3 I, a movable contact F, Figure 15, mounted on a movable contact support H, a fixed contact H, a wire 33, a wire 35, a fixed contact M of the switch I28, a. movable contact E of the latter switch and a grounded wire 0. The switch mechanism disclosed in detail in Figure 15 may be defined as an interlock switch and is indicated as a whole by the reference numeral I92 said switch being actuated by an operation of the crank 20. It is to be noted at this juncture that with the car at a standstill the transmission is probably in its neutral setting accordingly, to energize the winding I90 in the operation of effecting the first gear setting of the transmission it is necessary that the electrical circuit fromthe ground to said winding be completed'thr'ough the switch I92 when said switch is in its transmission neutral setting; and it is this circuit that has just been described. Now when the winding I90 of the relay I9I is energized, there results a movement :of the armature of said relay to open a switch I93, Figure 3; and this operation results in a deenergization of the solenoid I56 to thereby effect the above described kickdown operation of the motor 24.

The transmission is therefore established in its first gear setting when the engine isidling, the accelerator is released and the selector switch I28 is established in its automatic position. Incidentally, with the transmission established in first gear the relay I91 remains energized to maintain the motor 24 in its kickdown setting; for when the synchronizer operating crank 20 is in its'low range position the current from the winding I90 to the selector switch I23 erfected by wires 29 and 3|, movable contact F of the switch I92, Figure 15, a fixed contact I of said switch, a wire '31 and wires 33 and 35.

Briefly completing the description or the selector switch I28 disclosed in detail in Figure 16 this switch mechanism is mounted within a casing I94 which houses a fixed support me'rn ber I95 and a movable support member I96 slidable within bearings I91 and I93, The movable contact support member is connected with the crank I29 by means of a rod I99; and the three positions of the selector switch, that is, the automatic, neutral and overrule positions, are indicated by the letters A, N and O in Figure 16. It is to be particularly noted at this juncture that the several contacts of the selector switch I28 are so constructed and arranged that when said switch is in its overrule position, that is position 0, the only contacts in engagement with each other are the contacts C and 0. When this switch is in in its automatic position A the anti-gees -13 H,;I* and J and theaforementioned movable sup-' port member' ll upon whichare fixedly mounted the movable contacts F and G. The' support member 4| is connected to the transmission operating crank 20 by a rod EDI and the three-operativepositions of said cranks'arei'ndicate'd by" the words High, Low and Neutral in=Figures 3 and 15.

Referring :to Figure 3, the interlock switch is closed that is made in said figure. i 1 1 Continuing now with the description of'the operation of the mechanism constituting. my inthepositions indicated-in ,vention --it is to lie-remembered that the transmission is established in its first gear setting when the car is at-a standstill, the accelerator is released to, among other things-idle the. engine and the shift lever is inits automaticiposition. There is no need to disengage the friction clutch at this time inasmuch as the presence of the fluid coupling inthe power plant makes thisxoperation unnecessary. The driverthen depresses-sithe accelerator 'to open. the-throttle thereby speeding-up the engine-toget the car under way. Now as the car is movedforwardly the transmission I "remains in its first gear setting until the speed of -the carexceeds the governor-speed of say 14 .M. P. and this governor speeddepends of'course upon the setting of the 'governor lM.

'At governor speed the movable contact I85'ofthe governor moves into contact withafixedlcontact 202 of said governor; and whengthisqoccurs and the. accelerator is released to:reverse the engine torque, the transmission is automaticale ly established in its third. gear setting it being noted that'themotor 24. by virtue ofv the operationof the switch I92, remains -spring energized to maintain-thesleeve 16 in its kickdown setting. Explaining this operation of the mechanism the relay I I-' is energized; and when the armature of Y said relay moves downwardly an. electrical circuit is completed to energize the solenoid I35 offthe motor 25. This operation, as previously described, results in a high rangeoperatiOn of said metor. Tracing the electrical circuit to effect an energizationof the relay I I-when contacts I85 and 252 of the governorare brought into engagement with each other the grounded battery. I 81 is connected to the grounded movable contact I85 via wire- I3, ignition switch I88. wires I2 and 23, accelerator switch l33', wires Zand 2, contacts C ands of the selector-switch I28, wires .3 and '2I,,the' winding 43. of relay ll,wires 45,4i and 49, contacts T and D of.

said switch and wirelii. As to the electrical circuit interconnecting the grounded solenoid I35 with the battery. I81. this circuit includes wires 39 and 55, the armature ID of the relay I If, a wire 51, a wire 59, the wires 21 and I2, the ignitionswitch I88 and the wire I3.

Now very shortly after the transmission has beenestablished in .its third gear. setting it is operated to be established in its fourth gear setting; for it is to be noted that by virtue of the construction of the interlock switch I92 and the synchro-clutch mechanism 11 of Figure 3, the upshift operation of the motor 24 is not effected untilaafter the motor 25 has completed its operation of, establishing the transmission in its third gear setting. In explanation and referring to Figure 15 it willbenoted that by virtue of a relatively long conductor plate 204 electrically interconnecting the contacts H and I that the circuit maintaining the kickdown relay I9! energized isv kept closed until the establishment ofthe'transmission in its third gear setting. is

, at this-time-broken. Now when the relay -I9I 1 is deenergized then the motor 24 is immediately vacuum energized to effect the upshift operation of the tr'ansmissionto establishthe same in its fourth gear'setting. As noted above the operation of the synchro-clutch mechanism 71 also playsa part in delaying the operation of establishing the transmission in itsfourth gear setting until after the third gear setting has been completed or substantially completed; for "in the operation of the' mechanism 11 a certain time is required to "eiiectthe synchronization of the gears to be meshed. I l

As referred to above this successive establishment'of the'transmission in its third and fourth gear settings is also facilitated by the time required for the synchro-clutch H to operate to effect the fourth speed setting of the transmission: and it is to be particularly noted that both of these operations are-facilitated by the operation of the free wheeling mechanism 64 consti-,

tuting a part of the transmission. 'For when the transmission is established in either its first or third gear setting this free wheeling mechanism,'uponrelease of the accelerator, effects a reversal of the torque, that is, a so-called'unloading of torque upon the gears. It follows therefore that when the accelerator is released to render the free wheeling mechanism 54 operative then the gear demeshing and remeshing operations of the motors 24 and 26, particularly the demeshing operation, are easily effected. The transmission having been established in its fourth gear or so-called direct drive setting, the driver will then again depress the accelerator to increase or at least maintain the existing vehicle speed. 1 1 Should the driver then wish to quickly'pass acar onthe road he may do so by merely fully depressing the accelerator to close switches BI and 65 of a switch mechanism 61, Figure 3. This automatic operation automatically effects the aforementioned kickdown operation-of the motor 24' to establish the transmission in its third gear setting, the ignition system being momentarilydisabled to facilitate this operation. Describing this operation of the transmission mechanism-when the accelerator is 'fully depressed the'throttle valve is first fully opened and then by virtue of the compression ofa spring 3I', Figure 1, the continued movement of the acceleratoroperated-rod 39 serves to close theswitchesfil and 650i the switch mechanism 61-.- The spring 3|, which is stronger-than a throttle return spring 33, is sleeved over the end portion of the rod 39 and is positioned between a stop 35' pinned to said rod and one end of ahollow pin 31 which slidably receives the end of said rod. The throttle operating crank 36 is pivotally secured to one end of the pin 31'. It follows therefore that when the accelerator is fully depressed the throttle valve 34 will be fully opened its movement stopping when it contacts a stop 43; and continued depression of the accelerator will serve to compress the spring 3| to make possible suflicient movement of the rod 39 to close the switches of the switch mechanism 61. Upon release of the accelerator the spring 3| will: expand untilthe stop 35' contacts one end-or a plate 45 hooked over the end of the 7 pin :31 at its other end.

Now the closing of the two switches BI and 55 results in a, kickdown operation of the motor 24; for the closing of the switch 65 completes an electrical circuit to ground the primary winding of the coil 69 of the ignition system and the closing of the switchGI serves to complete an electrical circuit to effect an energization of the kiokdown relay I9 I. Describing the first of these two circuits the aforementioned ignition interrupter switch I13, disclosed in detail in Figure 6 and diagrammatically in Figure 3, is connected to the primary winding of the coil 69 by means of a wire 22', the switch 65, and wires H and I3. :As to the second of these two circuits the winding I99 of the relay I9I .is connected to ground by means of the wire 29, a wire 8| and the grounded switch GI The energization of the relay I9I. serves of course to open the .switch I93 thereby effecting a spring energization of kickdown operation of the motor 24; and as previously described during this operation of the motor the ignition interrupter switch H3 is momentarily closed. It follows therefore that since the above described ignition coil grounding circuit is at the time momentarily closed that the ignition system will be momentarily disabled to facilitate the operation .of the transmission in changing its setting from fourth to third gear.

The driver will then, after passing the'other car on the road, release the accelerator to a normal settingto thereby maintain the desired car speed. Now in effecting this release of the accelerator if he closes the throttle sufllciently to develop an appreciable vacuum in the intake manifold and opens the switches BI and 65, then the motor 24 is again vacuum energized to return the transmission to its fourth gear setting. This operation, as explained above, is facilitated by the torque reversal operation of the free wheeling means of the transmission.

Describing now the other downshift operation of the transmission, when the selector switch I28 is established in its automatic setting should the speed of the vehicle be reduced below governor speed, that is, sufiiciently to effect a movement of the grounded movable contact I85 into engagement with the fixed contact I86, Figure 3, then the kickdown motor 24 will be automatically spring operated to effect the change of setting of thetransmission from fourth to third gear; for when the contacts I85 and I36 are in engagement an electrical circuit, via a wire 85, contacts J and G of the interlock switch I92, a wire 81 and the wire 29. is completed between the relay winding I90 and the ground. The energization of the relay I9I therefore ensues and this operation, as previously described, effects a downshift operation of the motor 24 to effect the third gear setting of the transmission. It is to be noted that with this operation of the motor 24 there is no interruption of the ignition system said operation being unnecessary in view of the relatively low vehicle speed at the time; furthermore, the driver in all probability has at this time substantially reduced the engine torque by releasing the accelerator thereby facilitating this governor operated downshift operation.

At this juncture it is to be particularly noted that with the mechanism of my invention once the transmission is established in its high range setting it remains in this setting until either the hereinafter described overrule operation is cffected or until the clutch pedal 296 of the car is depressed sufficiently to open a breaker.switch 201, Figures 1 and 3. This high range setting of the transmission is maintained, so long as this clutch pedal operated switch remains closed and despite the operation of the governor I84 below governor speed, by virtue of the so-called hold down operation of th relay II, Figure 3 for once this relay is energized to move the armature I0 downwardly, Figure 3, then said relay remains energized by virtue of the grounding of the relay winding 43 via the grounded clutch operated switch 201. Tracing this circuit the grounded switch 291, which is then closed, is electrically connected to the grounded battery I81 via a wire 89, a contact 9| of the relay mechanism, one end of the armature ID, the wire 45,- the relay winding 43, a. wire 93, the other end of the armature, wires 51, 59, 21 and I2, the ignition switch I88 and the wire I3. With the relay II energized it follows that the solenoid I35 of the motor 26 is energized to establish the transmission in its high range setting. The electrical circuit between the latter solenoid and the grounded battery was described above, accordingly, the tracing of this circuit will not be repeated here.

It is apparent therefore that once the high range setting of the transmission has been established said transmission will shuttle back and forth between its fourth and third gear settings under the control of the governor operated switch mechanism and the accelerator the latter controlling the engine torque and the operation of the free wheeling unit 64.

Should the driver wish to shift the transmission down from its fourth to its second gear setting or from its third to its first gear setting he may effect either operation by releasing'the accelerator to close the switch I83 and depressing the clutch pedal 206 sufficiently to open the switch 291. This operation of course effects a deenergization of the relay II the armature Ill being moved by a spring 298, to complete an electrical circuit to effect an energization of the low range solenoid I34 of the motor 26. The latter motor is then energized to effect the low range setting of the transmission.

The driver may, when the transmission is in either fourth or third gear depending of course upon the vehicle speed, effect what is defined as an overrule operation of the transmission operating mechanism. The selector lever H1 is moved to it's overrule position, that is, the position 0 in Figures 3 and 16 and the accelerator is released to effect the necessary torque reversal and closure of the switch I83. The transmission is then established in its low range setting by an operation of the motor 26. rule operation is initiated when the transmission is established in its fourth gear setting then the shift is from fourth gear to second gear; and if the overrule operation is initiated when the transmission is established in its third gear setting then the shift is from third gear to first gear. As to the operation of the electrical con trol to effect this overrule operation it is to be remembered, as described above, that when the selector switch I28 is in its overrule position 0 all three of the automatic, that is A, Figure 3, selections of the contacts of said switch are disabled. It follows therefore that when the overrule selection of said switch is made that the relay II is deenergized thus completing the circuit, through the relay and selector switch, to effectan energization of the low range solenoid If this over- 17 I34; and this operation, as described above, results in an operation of the motor 26 to establish the transmission in its low range setting.

The transmission In may be neutralized by the power means by merely releasing the accelerator to close the switch I83 and then placing the selector switch. in its neutral, that is, N setting, Figure 3. The motor 26 is then energized to bring the piston 94 to its central position, Figure 9, thereby effecting a neutralization of the transmission. Referring to Figures 3 and 9 it will be noted that there is provided what is defined as a neutral switch mechanism 2I0 comprising a fixed contact II and two movable spring contacts 13 and I5. The latter contacts are biased, preferably by their own preformed shape, into engagement with the fixed contact and forced away from the latter contact by a lever 2I2 an end portion I9 of said lever being positioned between ends of the contacts I3 and and an end portion 8! of said lever being in contact with the piston 94. The contact 13' is connected to the wires 39 and 55 by a wire 9' and the contact is is connected to the wires 8 and 9 by a wire 8. As disclosed in Figure 3, the wire i is connected to the fixed contact II.

Describing the transmission neutral operation of the motor 2t if the transmission is established in its high range setting then the lever 2I2 fulcrums at 2H3 to effect a separation of the contacts i I and i3 and to permit the engagement of the contacts II and I5; and if the transmission is established in its low range setting then said lever is biased, by a spring 2M, to a position to permit the engagement of the contacts II and i3 and to effect a separation of the contacts II and i5. It is apparent therefore that when the transmission is established in either one of the range settings the neutral switch mechanism is preselected to effect an operation of the motor 28 to establish the other range setting of said transmission. To neutralize the transmission then the driver needs but to release the accelerator to close the switch I83 and place the selector lever II? in its transmission neutral position whereupon the switch I28 is established in its N position, Figures 3 and 16. The motor 25 is then energized to neutralize the transmission, that is, move the sleeve I8, Figure 2, to its neutral position; and in this operation the movement of the piston 95 is arrested when it reaches said position, all as is disclosed in Figure 9. This arresting operation is effected by virtue of the fact that both contacts 13 and T5 are spaced from the fixed contact II when the piston 94 is in its transmission neutral position.

It is to be noted, from an inspection of the switches I28 and I92 in Figures 3, 15 and 16, that the kickdown motor 24 is operative to effect the kickdown operation of the transmission and maintain this setting whenever the transmission is neutralized as described above; and it is also to be noted that in the operation of establishing the transmission in its reverse gear setting from one of the two range settings that the transmission is neutralized by the power means prior to the manual operation of establishing the transmission in reverse.

There is thus provided a relatively simple manually and power operated transmission operating mechanism, controlled by the operation of three manually operated controls in their actuation of the switches I61, I83; I28, and 201; the operation of the motor 26 in its actuation of the switch I92; and the operation of the gov- 18 ernor I84 in its actuation of the switch mechanism I85, I86, 202. Three separate power means are included in this four-speeds forward and reverse transmission operating mechanism. One of said power means comprises the motor 30 and is defined in the attached claim as a selector power means; another of said power means comprises the motor 26 and is defined in the claim as a first transmission operating power means; and, the third of said power means comprises the motor 24 and is defined in the claim as a second transmission operating power means. With the shift lever positioned in its so-called automatic setting A, which is one of the four settings of said lever, the transmission is automatically shifted from first gear to third gear and then to fourth gear in getting the car under way; and so far as the aforementioned controls are concerned this operation is effected merely by a release of the accelerator after the car has reached a certain speed. The transmission then remains established in its fourth gear setting until the driver desires to shift to third gear, this operation being eifected by either fully depressing the accelerator or by slowing the car down below a certain speed; or the driver may at any time, by merely releasing the accelerator and placing the shift lever in its overrule that is 0 setting, shift the transmission either from fourth gear to second gear or from third gear to first gear. Then too, the driver may, with the shifter mechanism of my invention, neutralize the transmission from any setting by releasing the accelerator and then placing the shift lever in its neutral setting; and the driver may, by a combined manual and power operation of the transmission, place the transmission in its reverse gear setting by moving the shift lever to its reverse gear setting; and the driver may shift the transmission from third to first gear or from fourth to second gear by merely releasing the accelerator to close the switch I83 and depressing the clutch pedal sufficiently to open a switch 201. It is to be remembered that the unidirectional drive through the transmission, by virtue of the overrunning clutch 64, facilitates the shift of the transmission from its first gear setting and from its third gear setting.

Most operations of the shifter mechanism of my invention are, however, substantially automatic in action, that is the shifting of the trans mission from fourth to third gear or from third gear to fourth gear. In this automatic operation the accelerator is the only control actuated by the driver.

It is thought that the invention and many of its attendant advantages will be understood from the foregoing description and it will be apparent that various changes may be made in the form, construction and arrangement of the parts without departing from the spirit and scope of the invention or sacrificing all of its material advantages, the forms hereinbefore described being merely preferred embodiment or alternative thereof.

I claim:

In a drive for an automotive vehicle provided with a steering wheel and a four-speeds forward and reverse transmission which includes a selector member and a transmission operating member, means for operating said transmission comprising a bodily movable member, force transmitting means interconnecting said bodily movable member with the transmission operating member, a manually operable selector lever mounted adjacent the steering whee1, a crank adapted to be interlocked with the bodily movable member, force transmitting means interconnecting the selector lever With said crank, power means for operating said bodily movable member, and other power means, controlled in part by an operation of the selector lever, for moving the bodily movable member into or out of engageent with the aforementioned crank.

HAROLD W. PRICE.

REFERENCES CITED The following references are of record in the file of this patent:

Number 20 UNITED STATES PATENTS Name Date Linsley Mar. 15, 1938 Peterson 91; a1. May "20, 1941 Kenny 1 Aug. 12,1941 Iavel 1i 1 Dec. 23, 1941 Matulaitis 1 July 28, 1942 Sanford et a1. Sept. 29, 1942 Matulaitis Jan. 26, 1943 Neracher et a1 Nov. 9, 1943 Hey et a l. May 9, 1944 Sy'rovy et a1. May 16, 1944 Neracher "et a1. May 23, 1944 

